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EP2915714B1 - Dispositif de commande de commutation de mode pour véhicule hybride - Google Patents

Dispositif de commande de commutation de mode pour véhicule hybride Download PDF

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Publication number
EP2915714B1
EP2915714B1 EP13850598.7A EP13850598A EP2915714B1 EP 2915714 B1 EP2915714 B1 EP 2915714B1 EP 13850598 A EP13850598 A EP 13850598A EP 2915714 B1 EP2915714 B1 EP 2915714B1
Authority
EP
European Patent Office
Prior art keywords
engine
gear ratio
transmission gear
mode
electric motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13850598.7A
Other languages
German (de)
English (en)
Other versions
EP2915714A1 (fr
EP2915714A4 (fr
Inventor
Akira Takano
Shintaro Oshio
Yoshihisa Kodama
Takuro Hirano
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP2915714A1 publication Critical patent/EP2915714A1/fr
Publication of EP2915714A4 publication Critical patent/EP2915714A4/fr
Application granted granted Critical
Publication of EP2915714B1 publication Critical patent/EP2915714B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the present invention relates to a mode-switching control device for a hybrid vehicle, the vehicle having an engine and an electric motor as on-board power sources, and being switchable between an electric operation mode (EV mode) in which the vehicle is operated with the electric motor only, and a hybrid operation mode (HEV mode) in which the vehicle is operated with the electric motor and the engine.
  • EV mode electric operation mode
  • HEV mode hybrid operation mode
  • Hybrid vehicles of this type known in the prior art include that disclosed, e.g., in Patent Document 1.
  • This hybrid vehicle has a design in which an engine provided as one of the power sources is decouplably drive-coupled to vehicle wheels via a continuously variable transmission and a clutch in that order, whereas an electric motor provided as the other power source is coupled full-time to the wheels.
  • the stopped engine and, when a transmission is present, the transmission as well
  • the engine is decoupled from the vehicle wheels, and the engine (transmission) is not co-rotated (dragged) during EV operation, avoiding energy losses to a commensurate extent, so that the energy efficiency can be increased.
  • Patent Document 1 Japanese Laid-Open Patent Application No. 2000-199442
  • Patent Document 1 does not mention drive power control at times of EV ⁇ HEV mode switching, or shift control of the transmission, giving rise to the following problem.
  • shift control of a transmission employs working oil from an engine-driven oil pump as the medium, but once the engine has stopped and the system has switched over to the EV operation mode, working oil is no longer discharged from the oil pump. This, combined with the fact that the transmission is not rotating, leads to a state of disabled shift control.
  • the transmission gear ratio during EV operation may gradually deviate from the transmission gear ratio prevailing at the time of switchover to the EV operation mode (when the engine is stopped), leading in either event to an inability to ascertain the actual transmission gear ratio during EV operation.
  • An object of the present invention is to provide an improved mode-switching control device for a hybrid vehicle, with which drive power surpluses or deficits caused by the aforementioned transmission gear ratio deviation during EV ⁇ HEV mode switching can be reduced, and the aforedescribed problems avoided.
  • the mode-switching control device for a hybrid vehicle of the present invention is constituted as follows.
  • the vehicle is a vehicle which is equipped with an electric motor in addition to an engine as power sources, the engine is drive-coupled to vehicle wheels via a transmission, and the transmission and the vehicle wheels can be decoupled by a clutch; it being possible, by releasing the clutch and stopping the engine, to select an electric operation mode in which operation is powered by the electric motor only, or, by starting the engine and engaging the clutch, to select a hybrid operation mode in which operation is powered by the electric motor and the engine.
  • the mode-switching control device of the present invention is characterized by the feature that, when the mode is switched from the electric operation mode to the hybrid operation mode, the output of the electric motor and/or the engine is controlled to a value dependent on the vehicle running state, and in the event that the actual transmission gear ratio of the transmission differs from a target transmission gear ratio corresponding to the vehicle running state, the output of the electric motor and/or the engine is corrected to reduce the surplus or deficit of drive power caused by transmission gear ratio deviation between the actual transmission gear ratio and the target transmission gear ratio.
  • the output of the electric motor and/or the engine when mode-switching from the electric operation mode to the hybrid operation mode, the output of the electric motor and/or the engine is controlled to a value dependent on the vehicle running state, and in the event that the actual transmission gear ratio of the transmission differs from a target transmission gear ratio corresponding to the vehicle running state, the output of the electric motor and/or the engine is corrected so as to reduce any drive power surplus or deficit due to transmission gear ratio deviation between the two; therefore, surplus or deficit of drive power caused by transmission gear ratio deviations during the aforementioned mode-switching is eliminated, a change in drive power level that is commensurate to the driver's control input can be produced, and discomfort associated with generation of a drive power level different from the driver's control input can be eliminated.
  • FIG. 1 is a schematic system diagram showing the drive system of a hybrid vehicle equipped with the mode-switching control device according to an embodiment of the present invention, and the overall control system thereof.
  • the hybrid vehicle of FIG. 1 is provided with an engine 1 and an electric motor 2 as on-board power sources, the engine 1 being started by a starter motor 3.
  • the engine 1 is appropriately decouplably drive-coupled to drive wheels 5 via a V-belt continuously variable transmission 4; the scheme of the V-belt continuously variable transmission 4 is as described below.
  • the V-belt continuously variable transmission 4 has as the primary constituent element a continuously variable transmission mechanism CVT comprising a primary pulley 6, a secondary pulley 7, and a V-belt 8 suspended between the pulleys 6, 7.
  • the primary pulley 6 is linked to a crankshaft of the engine 1 via a lockup torque converter T/C, and the secondary pulley 7 is linked to the drive wheels 5 by a transmission clutch CL (corresponding to the clutch in the present invention) and a final gear set 9, in that order.
  • a transmission clutch CL corresponding to the clutch in the present invention
  • the wound arc diameter of the V-belt 8 about the primary pulley 6 increases, while at the same time the wound arc diameter about the secondary pulley 7 decreases, and the V-belt continuously variable transmission 4 can carry out upshifting to a pulley ratio on the high side (high-side transmission gear ratio).
  • the wound arc diameter of the V-belt 8 about the primary pulley 6 decreases, while at the same time the wound arc diameter about the secondary pulley 7 increases, and the V-belt continuously variable transmission 4 can carry out downshifting to a pulley ratio on the low side (low-side transmission gear ratio).
  • the electric motor 2 is drive-coupled full-time to the drive wheels 5 via final gear set 11, the electric motor 2 being driven by electrical power from a battery 12 via an inverter 13.
  • the inverter 13 converts DC electrical power from the battery 12 to AC electrical power supplied to the electric motor 2, and by increasing or decreasing the supplied electrical power to the electric motor 2, controls the drive power and controls the rotation direction of the electric motor 2.
  • the electric motor 2 in addition to motor driving in the aforedescribed manner, functions also as a generator, and is employed for regenerative braking, discussed below.
  • the inverter 13 places a generation load equivalent to the regenerative braking force on the electric motor 2, thereby prompting the electric motor 2 to act as a generator, the generated power of the electric motor 2 being stored to the battery 12.
  • the hybrid vehicle When, in the aforedescribed EV operation state, the engine 1 is started up by the starter motor 3 and the transmission clutch CL is engaged, power from the engine 1 reaches the drive wheels 5 through the torque converter T/C, the primary pulley 6, V-belt 8, the secondary pulley 7, the transmission clutch CL, and the final gear set 9, in that order, and the hybrid vehicle can operate in hybrid operation mode (HEV mode), powered by the engine 1 and the electric motor 2.
  • HEV mode hybrid operation mode
  • this object is achieved by squeezing of brake disks 14, which rotate in tandem with the drive wheels 5, by calipers 15 to brake the wheels.
  • the calipers 15 are connected to a master cylinder 18 which is actuated in response to depressing of a brake pedal 16 depressed by the driver, and which outputs brake fluid pressure corresponding to the brake pedal depression force, at boost force provided by a negative pressure brake booster 17, the calipers 15 being actuated by the brake fluid pressure and carrying out braking of the brake disks 14.
  • the hybrid vehicle drives the drive wheels 5 at a level of torque in response to a drive power command input through depressing of an accelerator pedal 19 by the driver, and is operated at drive power in accordance with that requested by the driver.
  • the functions of selecting the operating mode of the hybrid vehicle, output control of the engine 1, rotation direction control and output control of the electric motor 2, shift control of the continuously variable transmission 4 and engagement/disengagement control of the transmission clutch CL, and charge/discharge control of the battery 12 are respectively controlled by the hybrid controller 21, via a corresponding engine controller 22, motor controller 23, transmission controller 24, and battery controller 25.
  • the hybrid controller 21 inputs a signal from a normally-open brake switch 26 that switches from OFF to ON during braking by depressing of the brake pedal 16, a signal from an accelerator opening amount sensor 27 that detects the amount of accelerator pedal depression (accelerator opening amount) APO, a signal from a primary pulley rotation sensor 28 that detects the rotation speed Npri of the primary pulley 6, and a signal from a secondary pulley rotation sensor 29 that detects the rotation speed Nsec of the secondary pulley 7.
  • the hybrid controller 21 additionally exchanges internal information with the engine controller 22, the motor controller 23, transmission controller 24, and battery controller 25.
  • the transmission controller 24 in response to a command from the hybrid controller 21, uses oil from an engine-driven oil pump O/P as the medium, or when a working medium is needed while running of the engine 1 is stopped, uses oil from an electric pump E/P as the working medium, to carry out shift control of the continuously variable transmission 4 (V-belt continuously variable transmission mechanism CVT), as well lockup control of a torque converter T/C, and engagement/disengagement control of the transmission clutch CL.
  • V-belt continuously variable transmission mechanism CVT continuously variable transmission mechanism
  • the battery controller 25 in response to a command from the hybrid controller 21, performs charge/discharge control of the battery 12.
  • the transmission clutch CL has been provided for exclusive use by the continuously variable transmission 4, in order to decouplably link the V-belt continuously variable transmission mechanism CVT (the secondary pulley 7) and the drive wheels 5; however, when, as shown in exemplary fashion in FIG. 2(a) , the continuously variable transmission 4 incorporates an auxiliary transmission 31 between the V-belt continuously variable transmission mechanism CVT (the secondary pulley 7) and the drive wheels 5, friction elements (a clutch, brake, or the like) responsible for shifting of the auxiliary transmission 31 may be put to additional use to decouplably link the V-belt continuously variable transmission mechanism CVT (the secondary pulley 7) and the drive wheels 5.
  • friction elements a clutch, brake, or the like
  • the auxiliary transmission 31 of FIG. 2(a) is constituted by a Ravigneaux planetary gear set comprising compound sun gears 31s-1 and 31s-2, an inner pinion 31pin, an outer pinion 31pout, a ring gear 31r, and a carrier 31c rotatably supporting the pinions 31pin, 31pout.
  • the sun gear 31s-1 is linked to the secondary pulley 7 so as to act as an input rotation member, while the sun gear 31s-2 is arranged coaxially with respect to the secondary pulley 7, and is able to rotate freely.
  • the inner pinion 31pin meshes with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31 s-2 respectively mesh with the outer pinion 31pout.
  • the outer pinion 31 pout meshes with the inner circumference of the ring gear 31r, linking the carrier 31c to the final gear set 9 in such a way as to act as an output rotation member.
  • the carrier 31c and the ring gear 31r are designed to be linkable in appropriate fashion through a high clutch H/C, the ring gear 31r is designed to be capable of being fixed in appropriate fashion by a reverse brake R/B, and the sun gear 31s-2 is designed to be capable of being fixed in appropriate fashion by a low brake L/B.
  • the auxiliary transmission 31 engages the shift friction elements, i.e., the high clutch H/C, the reverse brake R/B, and the low brake L/B, in the combinations shown by the " ⁇ " symbols in FIG. 2(b) , and at other times releases the elements as shown by the " ⁇ " symbols in FIG. 2(b) , whereby a gear level of forward first gear, second gear, or reverse can be selected.
  • the shift friction elements i.e., the high clutch H/C, the reverse brake R/B, and the low brake L/B
  • the auxiliary transmission 31 When the high clutch H/C, the reverse brake R/B, and the low brake L/B are all released, the auxiliary transmission 31 is placed in neutral, in which power transmission does not take place; and in this state, engaging the low brake L/B causes the auxiliary transmission 31 to select forward first gear (reducing), engaging the high clutch H/C causes the auxiliary transmission 31 to select forward second gear (direct drive), and engaging the reverse brake R/B causes the auxiliary transmission 31 to select reverse (reverse rotation).
  • the continuously variable transmission 4 of FIG. 2(a) can decouple the V-belt continuously variable transmission mechanism CVT (the secondary pulley 7) and the drive wheels 5.
  • the shift friction elements H/C, R/B, and L/B of the auxiliary transmission 31 take on the role of the transmission clutch CL in FIG. 1 , and the V-belt continuously variable transmission mechanism CVT (the secondary pulley 7) and the drive wheels 5 can be decouplably linked, without the need to additionally provide the transmission clutch CL as in FIG. 1 .
  • control is carried out using oil from the engine-driven oil pump O/P as the working medium, or when a working medium is needed while running of the engine 1 is stopped, using oil from the electric pump E/P as the working medium, with the transmission controller 24 carrying out control in question of the continuously variable transmission 4 in the following manner, via a line pressure solenoid 35, a lockup solenoid 36, a primary pulley pressure solenoid 37, a low brake pressure solenoid 38, a high clutch pressure & reverse brake pressure solenoid 39, and a switch valve 41.
  • the transmission controller 24 inputs a signal from a vehicle speed sensor 32 that detects vehicle speed VSP, and a signal from an acceleration sensor 33 that detects vehicle acceleration/deceleration speed G.
  • the line pressure solenoid 35 when actuated in response to a command from the transmission controller 24, performs pressure adjustment of the oil from the oil pump O/P (or from the electric pump E/P) to a line pressure P L that corresponds to the vehicle's requested drive power, and constantly supplies this line pressure P L as secondary pulley pressure to the secondary pulley 7, whereby the secondary pulley 7 squeezes the V-belt 8 at a thrust commensurate with the line pressure P L , so no slippage occurs.
  • the lockup solenoid 36 when actuated in response to a command from the transmission controller 24, directs the line pressure P L in proper fashion towards the torque converter T/C to actuate engagement or slip linkage of a lockup clutch (lockup mechanism), not illustrated, whereby the torque converter T/C, when needed, is placed in a lockup state in which the input/output elements are directly linked such that there is no relative rotation (slip) among them, or placed in a slip lockup state in which the input/output elements are slip-linked so as experience relative rotation within a predetermined rotation tolerance.
  • lockup clutch lockup mechanism
  • the primary pulley pressure solenoid 37 when actuated in response to a CVT transmission gear ratio command from the transmission controller 24, performs pressure adjustment of the line pressure P L to the primary pulley pressure, and supplies this pressure to the primary pulley 6, whereby the V groove width of the primary pulley 6 and the V groove width of the secondary pulley 7 supplied with the line pressure P L are controlled such that the CVT transmission gear ratio agrees with that of the command from the transmission controller 24, accomplishing the CVT transmission gear ratio command from the transmission controller 24.
  • the low brake pressure solenoid 38 supplies the line pressure P L as low brake pressure to the low brake L/B to bring about engagement thereof, and accomplish the first gear selection command.
  • the high clutch pressure & reverse brake pressure solenoid 39 supplies the line pressure P L as high clutch pressure & reverse brake pressure to the switch valve 41.
  • the switch valve 41 directs the line pressure P L from the solenoid 39 as high clutch pressure towards the high clutch H/C to bring about engagement thereof, and accomplish the second gear selection command of the auxiliary transmission 31.
  • the switch valve 41 directs the line pressure P L from the solenoid 39 as reverse brake pressure towards the reverse brake R/B to bring about engagement thereof, and accomplish the reverse selection command of the auxiliary transmission 31.
  • Mode-switching control of the aforedescribed hybrid vehicle will be described below, taking the case of a vehicle drive system like that shown in FIG. 1 .
  • HEV regeneration If regenerative braking takes place while remaining in HEV operation (HEV regeneration), because the transmission clutch CL is in the engaged state, there will be a decline in regenerative braking energy, by the equivalent of the reverse drive power (engine braking) of the engine 1 and the equivalent of the friction of the continuously variable transmission 4, making for poor energy regeneration efficiency.
  • the transmission clutch CL is released, thereby decoupling the engine 1 and the continuously variable transmission 4 from the drive wheels 5, and bringing about a switchover to EV operation and creating an EV regeneration state, whereby the engine 1 and the continuously variable transmission 4 are no longer co-rotated, affording an equivalent amount of energy regeneration.
  • shift control of the continuously variable transmission 4 employs the working oil from the engine 1-driven oil pump O/P as the medium, and following switchover to the EV operation mode, which stops the engine 1, working oil is no longer discharged from the oil pump O/P, and this, combined with the fact that the continuously variable transmission 4 (the continuously variable transmission mechanism CVT) is not rotating, leads to a state of disabled shift control, even if the electric pump E/P is actuated.
  • the continuously variable transmission 4 (the continuously variable transmission mechanism CVT) will during EV operation be maintained at the same transmission gear ratio as that prevailing at the time of switchover to the EV operation mode (when the engine is stopped), and due to leakage of working oil within the shift control system, or to actuation, albeit slight, of the shift control mechanism by a preload produced by a spring (e.g., a plate spring for urging a moveable sheave of the primary pulley 6 and the secondary pulley 7 towards a fixed sheave) or the like within the shift control mechanism, the transmission gear ratio during EV operation may gradually deviate from the transmission gear ratio prevailing at the time of switchover to the EV operation mode (when the engine is stopped), leading in either event to an inability to ascertain the actual transmission gear ratio during EV operation.
  • a spring e.g., a plate spring for urging a moveable sheave of the primary pulley 6 and the secondary pulley 7 towards a fixed sheave
  • the present embodiment proposes improved EV ⁇ HEV mode switching control such that this problem is eliminated, or at least partly alleviated.
  • the hybrid controller 21 of FIG. 1 executes the control program of FIG. 3 , and, via the engine controller 22 and the transmission controller 24, effects the EV ⁇ HEV mode switching control as shown in the time chart of FIG. 4 .
  • step S11 of FIG. 3 a check is performed as to whether an engine restart request (EV ⁇ HEV mode switch request) like that at instant t2 of FIG. 4 has been generated. If a request has not been generated, the current HEV operation should be continued, and EV ⁇ HEV mode-switching as in FIG. 3 is unnecessary, and therefore control is terminated, while making no changes.
  • EV ⁇ HEV mode switch request EV ⁇ HEV mode switch request
  • step S11 In the case of a determination in step S11 that an engine restart request (EV ⁇ HEV mode switch request) has been generated (instant t2 of FIG. 4 has been reached), it is necessary to perform mode-switching from the current HEV operation to EV operation, and therefore control advances to step S12.
  • EV ⁇ HEV mode switch request EV ⁇ HEV mode switch request
  • step S12 of the procedures of startup of the engine 1 and engaging of the transmission clutch CL, which it is necessary to carry out during EV ⁇ HEV mode-switching, the former, i.e., engine startup, is initiated by the starter 3, which, as will be clear from the engine rotation speed Ne between instant 2 and 3, cranks the engine 1, as well as controlling the electric motor 2 such that the motor torque Tm thereof is brought to a target drive power-corresponding value dependent on the running state.
  • the starter 3 which, as will be clear from the engine rotation speed Ne between instant 2 and 3, cranks the engine 1, as well as controlling the electric motor 2 such that the motor torque Tm thereof is brought to a target drive power-corresponding value dependent on the running state.
  • step S13 the electric pump E/P is actuated, and working oil is discharged therefrom.
  • engagement pressure Pc for this purpose is generated as shown starting at instant t2 in FIG. 4 , and engaging of the transmission clutch CL, which is required during EV ⁇ HEV mode-switching, is carried out.
  • step S15 a check is performed as to whether the engine startup procedure initiated in step S12 has completed, that is, whether instant t3 in FIG. 4 , at which the engine 1 has attained complete explosion and initiated self-sustaining running, has been reached; and until engine startup has completed, returns control to that immediately prior, and waits for the engine 1 to initiate self-sustaining running (reach instant t3 in FIG. 4 ).
  • step S15 it is determined that engine startup has completed (instant t3 in FIG. 4 ), the oil pump O/P discharges working oil, making the working oil from the electric pump E/P unnecessary, and therefore in step S16 the electric pump E/P is stopped.
  • step S18 a moment-to-moment target transmission gear ratio tip is calculated starting at instant t3, from the running state (the accelerator opening amount APO and the vehicle speed VSP) at each instant.
  • step S21 depending on whether the transmission gear ratio deviation ⁇ Ip is 1 or greater, a check is performed as to whether Ip ⁇ tIp (the actual transmission gear ratio Ip is to the high side of the target transmission gear ratio tIp), or Ip > tIp (the actual transmission gear ratio Ip is to the low side of the target transmission gear ratio tIp).
  • step S21 it is determined that the transmission gear ratio deviation ⁇ Ip is 1 or greater, that is, a case in which, as shown in FIG. 4 , Ip ⁇ tIp (the actual transmission gear ratio Ip is to the high side of the target transmission gear ratio tIp), resulting in a deficit of the vehicle wheel drive power with respect to the requested drive power, the deficit being equivalent to the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp
  • a motor torque increase correction amount ⁇ Tm necessary to eliminate this drive power deficit is calculated by multiplication of the transmission gear ratio deviation ⁇ Ip by a constant ⁇ , and this motor torque increase correction amount ⁇ Tm is added to the pre-correction motor torque Tm shown by a dot-and-dash line in FIG. 4 , to obtain a motor torque increase correction value (Tm + ⁇ Tm) as shown by a solid line in FIG. 4 .
  • step S23 a check is performed as to whether there is latitude on the electric motor 2 side sufficient to top up the torque by the equivalent of the motor torque increase correction amount ⁇ Tm.
  • step S24 output control of the electric motor 2 is carried out to bring the output torque to the motor torque increase correction value (Tm + ⁇ Tm), eliminating the drive power deficit caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp.
  • step S25 an engine torque increase correction amount ⁇ Te necessary to eliminate the drive power deficit caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tip is calculated by multiplication of the transmission gear ratio deviation ⁇ Ip by a constant ⁇ , and this engine torque increase correction amount ⁇ Te is added to the pre-correction engine torque Te shown by a dot-and-dash line in FIG. 4 , to obtain an engine torque increase correction value (Te + ⁇ Te) as shown by a solid line in FIG. 4 .
  • step S26 a check is performed as to whether there is latitude on the engine 1 side sufficient to top up the torque by the equivalent of the engine torque increase correction amount ⁇ Te.
  • step S27 output control of the engine 1 is carried out to bring the output torque to the engine torque increase correction value (Te + ⁇ Te), eliminating the drive power deficit caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp.
  • step S28 the drive power deficit caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp is eliminated by combining motor torque increase correction comparable to that afforded by step S22 and step S24, and engine torque increase correction sufficient to compensate for the deficit encountered with motor torque increase alone.
  • step S21 it is determined that the transmission gear ratio deviation ⁇ Ip is less than 1, that is, in the reverse of the case shown in FIG. 4 , Ip > tIp (the actual transmission gear ratio Ip is to the low side of the target transmission gear ratio tIp), resulting in a surplus of the vehicle wheel drive power with respect to the requested drive power, the surplus being equivalent to the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp
  • a motor torque decrease correction amount ⁇ Te (*2) necessary to eliminate this drive power surplus is calculated by multiplication of the transmission gear ratio deviation ⁇ Ip by a constant ⁇ , and the pre-correction motor torque Tm shown by a dot-and-dash line in FIG. 4 is decreased by the equivalent of this motor torque decrease correction amount ⁇ Tm, to obtain a motor torque decrease correction value (Tm - ⁇ Tm) as shown by a solid line in FIG. 4 .
  • step S33 a check is performed as to whether there is latitude on the electric motor 2 side sufficient to decrease the torque by the motor torque decrease correction amount ⁇ Tm.
  • step S24 output control of the electric motor 2 is carried out to bring the output torque to the motor torque decrease correction value (Tm - ⁇ Tm), eliminating the drive power surplus caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp.
  • step S35 an engine torque decrease correction amount ⁇ Te necessary to eliminate the drive power surplus caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp is calculated by multiplication of the transmission gear ratio deviation ⁇ Ip by a constant ⁇ , and the pre-correction engine torque Te shown by a dot-and-dash line in FIG. 4 is decreased by the equivalent of this engine torque decrease correction amount ⁇ Te, to obtain an engine torque decrease correction value (Te - ⁇ Te).
  • step S36 a check is performed as to whether there is latitude on the engine 1 side sufficient to decrease the torque by the equivalent of the engine torque decrease correction amount ⁇ Te.
  • step S37 output control of the engine 1 is carried out to bring the output torque to the engine torque decrease correction value (Te - ⁇ Te), eliminating the drive power surplus caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp.
  • step S38 When it is determined in step S36 that there is no latitude on the engine 1 side sufficient to reduce the torque by the engine torque decrease correction amount ⁇ Te, in step S38, the drive power deficit (*3) caused by the transmission gear ratio deviation between the actual transmission gear ratio Ip and the target transmission gear ratio tIp is eliminated by combining motor torque decrease correction comparable to that afforded by step S32 and step S24, and engine torque decrease correction sufficient to compensate for the deficit encountered with motor torque decrease alone.
  • the output of the electric motor 2 and/or the engine 1 is corrected so as to eliminate the deficit or surplus of drive power due to the transmission gear ratio deviation, whereby the deficit or surplus of drive power caused by the transmission gear ratio deviation at the time of EV ⁇ HEV mode-switching is eliminated, and a change in drive power drive power that is commensurate to the driver's control input can be produced, eliminating the discomfort associated with a drive power level that differs from the driver's control input.
  • the output correction ⁇ Tm of the electric motor 2 for which more highly accurate output control at higher response than with the engine 1 is possible, is employed preferentially (step S22, step S24, and step S32), whereby the effect of eliminating the aforedescribed discomfort can be achieved to a greater degree.
  • step S23 and step S33 When there is not sufficient latitude on the electric motor 2 side for the output correction ⁇ Tm to be accomplished (step S23 and step S33), the deficit or surplus of drive power caused by the transmission gear ratio deviation is eliminated using the output correction ⁇ Te of the engine 1 (step S25, step S27, step S35, and step S37), whereby the output correction ⁇ Tm of the electric motor 2 and the output correction ⁇ Te of the engine 1, which differ in terms of response and accuracy, are not employed concomitantly, and the effect of eliminating the aforedescribed discomfort can be achieved, while avoiding difficulty of control.
  • the output correction ⁇ Tm of the electric motor 2 When a deficit or surplus of drive power caused by transmission gear ratio deviation cannot be eliminated by either the output correction ⁇ Tm of the electric motor 2 or the output correction ⁇ Te of the engine 1, respectively, in isolation, the output correction ⁇ Tm of the electric motor 2, for which more highly accurate output control at higher response is possible, is employed preferentially, and any deficit thereof is carried out by the output correction ⁇ Te of the engine 1 (step S28 and step S38), and while some disadvantage in terms of accuracy is unavoidable by doing so, there is no problem in terms of inability to eliminate a deficit or surplus of drive power caused by transmission gear ratio deviation, and the effect of eliminating the aforedescribed discomfort can be reliably achieved.
  • some recent hybrid vehicle and idle-stop vehicles are configured such that the usual alternator (generator) installed in drive-coupled fashion to the engine crankshaft is replaced by a motor/generator that is capable of a power-running function as well, and when the engine is restarted after an idle stop, or when the engine is provided with torque assist as needed for running the engine, the objective is achieved by having the motor/generator perform this power-running function.
  • alternator generator
  • a motor/generator that is capable of a power-running function as well, and when the engine is restarted after an idle stop, or when the engine is provided with torque assist as needed for running the engine, the objective is achieved by having the motor/generator perform this power-running function.
  • cranking of the engine 1 during engine startup may be accomplished through power-running by the motor/generator, rather than by the starter motor 3.
  • the determination is made on the basis of whether the brake switch 26 is ON; however, the determination as to whether braking is in progress is not limited thereto, and the determination as to whether braking is in progress could be made on the basis of a physical quantity that changes according to brake control input, e.g., when the brake pedal stroke amount, or a brake fluid pressure sensor detection value, has reached a braking determination value.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (5)

  1. Dispositif de commande de commutation de mode pour un véhicule hybride dans lequel le véhicule est équipé d'un moteur électrique (2) en plus d'un moteur (1) en tant que sources de puissance, le moteur (1) est couplé en entraînement à des roues de véhicule (5) via une transmission (4), et la transmission (4) et les roues de véhicule (5) peuvent être découplées par un embrayage (CL) ; il est possible, par désolidarisation de l'embrayage (CL) et arrêt du moteur (1), de sélectionner un mode de fonctionnement électrique dans lequel un fonctionnement est alimenté par le moteur électrique (2) uniquement, ou, en démarrant le moteur (1) et solidarisant l'embrayage (CL), de sélectionner un mode de fonctionnement hybride dans lequel un fonctionnement est alimenté par le moteur électrique (2) et le moteur (1),
    et lorsque le mode est commuté du mode de fonctionnement électrique vers le mode de fonctionnement hybride, la sortie du moteur électrique (2) et/ou du moteur (1) est contrôlée selon une valeur dépendante de l'état de fonctionnement de véhicule,
    dans lequel le dispositif de commande de commutation de mode pour un véhicule hybride est caractérisé en ce que dans le cas où un rapport de pignons de transmission réel de la transmission (4) diffère d'un rapport de pignons de transmission cible correspondant à un état de fonctionnement de véhicule, la sortie du moteur électrique (2) et/ou du moteur (1) est corrigée pour réduire un surplus ou un déficit de puissance d'entraînement engendré par une dérive de rapport de pignons de transmission entre le rapport de pignons de transmission réel et le rapport de pignons de transmission cible.
  2. Le dispositif de commande de commutation de mode pour un véhicule hybride selon la revendication 1, dans lequel le dispositif de commande de commutation de mode pour un véhicule hybride est caractérisé en ce que lorsqu'une commutation de mode est effectuée, la sortie du moteur électrique (2) est contrôlée jusqu'à ce qu'un démarrage du moteur (1) soit terminé, de sorte à obtenir une puissance d'entraînement requise correspondant à l'état de fonctionnement de véhicule ; et après qu'un démarrage du moteur (1) soit terminé, la sortie du moteur électrique (2) et/ou du moteur (1) est corrigée pour réduire un surplus ou un déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission.
  3. Le dispositif de commande de commutation de mode pour un véhicule hybride selon la revendication 1 ou 2, dans lequel
    le dispositif de commande de commutation de mode pour un véhicule hybride est caractérisé en ce que lorsque le surplus ou le déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission peut être réduit de la manière prévue via une correction de sortie du moteur électrique (2) seul, la correction de sortie est effectuée sur le moteur électrique (2) seul.
  4. Le dispositif de commande de commutation de mode pour un véhicule hybride selon la revendication 1, dans lequel le dispositif de commande de commutation de mode pour un véhicule hybride est caractérisé en ce que lorsque le surplus ou le déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission ne peut pas être réduit de la manière prévue via une correction de sortie du moteur (1) seul, le surplus ou le déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission est réduit de la manière prévue en combinant une correction de sortie du moteur électrique (2) et une correction de sortie du moteur (1) .
  5. Le dispositif de commande de commutation de mode pour un véhicule hybride selon la revendication 4, dans lequel le dispositif de commande de commutation de mode pour un véhicule hybride est caractérisé en ce que lorsque le surplus ou le déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission ne peut pas être réduit de la manière prévue via une correction de sortie du moteur (1) seul, le surplus ou le déficit de la puissance d'entraînement engendré par la dérive de rapport de pignons de transmission est réduit de la manière prévue en combinant une correction de sortie du moteur électrique (2) et une correction de sortie du moteur (1).
EP13850598.7A 2012-11-01 2013-10-30 Dispositif de commande de commutation de mode pour véhicule hybride Active EP2915714B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012241456 2012-11-01
PCT/JP2013/079421 WO2014069528A1 (fr) 2012-11-01 2013-10-30 Dispositif de commande de commutation de mode pour véhicule hybride

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EP2915714A4 EP2915714A4 (fr) 2017-05-10
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EP (1) EP2915714B1 (fr)
JP (1) JP5936703B2 (fr)
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US9545912B2 (en) 2017-01-17
CN104736406A (zh) 2015-06-24
CN104736406B (zh) 2017-05-03
US20150283993A1 (en) 2015-10-08
JPWO2014069528A1 (ja) 2016-09-08
EP2915714A1 (fr) 2015-09-09
JP5936703B2 (ja) 2016-06-22
EP2915714A4 (fr) 2017-05-10
WO2014069528A1 (fr) 2014-05-08

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